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(No Model.) 3 Sheets-Sheet 1.

J. H. PENDLETON.

TRAGTION DEVICE FOR GABLE RAILWAYS.

Patented May 1i, 1886.

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2. .ru e e .D S m e e h S 3 N. O ml E L D N E P H J. d. d o M o m TRAGTION DEVICE FUR CABLE RAILWAYS. No. 341,501.

Patented May 11, 1886.

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3 Sheets-Sheet 3.

Patented May 11, 1886.

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TEAGTION DEVICE EOE CABLE EAILWAYS.

(-No Model.)

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UNITED STATES .PATENT` OEEICE.

JOHN yH. PENDLETON, OF BROOKLYN, NEV YORK, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO HIMSELRAND CORNELIUS TIERS, ALEX- ANDER H. TIERS, ROBERT I. SLOAN, AND LINCOLN MOSS, ALL OF NEYV YORK, N. Y., AND THOMAS NAST, OF MORRISTOVN, NEW JERSEY.

TRACTION DEVICE FOR CABLE RAILWAYS.

I SFECIFICATION forming part of Letters Patent No. 341,501, dated May 11l 1886,

Application filed August 6, 1885.

'of New York, have invented an Improvement in Traction Devices for Gable Railways, of which the following is a specification.

This invention is an improvement upon that set forth in my Patents Nos. 311,045) and 312,009; and the said improvement relates especially to the devices for grasping the cable, and to the carriage that is drawn along upon the elevated track, and to the pendent arm that is connected to the car at the surface of the street.

In the drawings, Figure 1 is an elevation of a portion of the track and of the carriages upon said track and the pendent arm below the carriages. Fig. 2 is a front elevation of the pendent arm. size, and Fig. 4 a section representingthe connection devices at the'lower end of the pendent arm. Fig. 5 is a plan of the carriage and the clamp or gripping devices. Fig. 6 is an 4elevation of the said carriage and track', one

of the journal-boxes being in section. Fig. 7. is a cross-section of the carriage through the gripping device. Fig. Sis a longitudinal section of the carriage at the gripping and clamping devices. Figs. 9, 10, and 11 are sections ofthe wheels of the carriage.

The elevated track-rails A B are supported at their ends by the cross-bearers H, there being angle-irons riveted at the intersections. The elevated stru etu re, however, does not `form a necessary part of this invention, and in a separate application of even date herewith the elevated structure is more fully set forth.

The traction-cable E' is propelled by any suitable power, and it is supported by and runs upon wheels E upon horizontal axes, and where the cable passes around a curve guide.- wheels L on vertical axles are made useof. The frame or carriage supporting the wheel L is connected to the track by parallel bars M and stock N. These wheels L are pressed downwardly by the runners G upon the carriage G. These features,however, do not form a necessary element of the present invention,

Fig. 3 is an elevation in larger and are more fully described and shown in another application of like date herewith:

The frame G is made of two principal parts similar to the three sides of a square, as seen in Figs. 6 and 7, there being iianges g and strengthening-ribs g2 upon the bars that compose these frames, and there are longitudinal 5 5 angle-irons g3 9*, that connect the frames G together, and there are grooved wheels c c',that run on top and bottom of the track-bars A, and cylindrical wheels e c', that run upon the top and bottom of the track-bars B. The 6o journal-boxes of these respective wheels arein slideways aiixed to the frame G, as seen in Figs. 1 and 6, and in order that the respective wheels may be kept firmly into contact with the surfaces of the track-bars A B, helical 6 5 springs are introduced to press the journalboxes and wheels toward the trackbars.

Upon reference to Fig. 1 it will be seen that I make use of two carriages, each one of which is constructed in the manner before described, and the horizontal portion M on the pendent arm MZ extends from one carriage to the other, and there are universal joints at M:s M, to connect the pendent arm tothe respective carriages, so that the said pendent arm will be drawn along by and with the carriages; but each carriage is free to swivel and follow the track-bars, whether the same are curved or straight, and the pendent arm hangs from these universal joints andmay remain verti- 8c cal, or-it may be swung into an inclined positio'n, to accommodate the cars upon the surface-railway in respect to the elevated tracks.

I prefer to make each universal joint with links 1() 11, that are also formed as parts of `95 the joint, through which the bolt 12 passes to allow'the pendent arm to swing laterally upon these bolts 12, and the upper link, 10, is received between the bars li and 15 of the carriage G, and held thereto by the bolt 16. (See 9o Figs.' 1 and 7.) The lower end of the link 11 is,l formed` as a bolt, that passes vertically through a block upon the upper portion,M, of the pendent arm, and upon these bolts the respective parts swivel when the carriages are passing upon a curved track.

It is often important to move the pendent arm M2 out of the way. This is especially the case at terminal stations when the cars upon the surface-tracks are being switched across from one track to the other, and the pendent arms and their carriages are disconnected from the cars. To accomplish this object, I introduce a joint, M5, between the horizontal portion M and the vertical portion M2 of the pendent arm, and I apply a diagonal brace, M, between the said part M and M2, to render the angle rigid; but when the bolt or pin 18 is withdrawn the vertical arm M2 can be swung on the joint M5 against the horizontal part M of the pendent arm. The lower end of the pendent arm Mz is to be connected to the draft-head of the car upon the track, and I prefer to use a connection that will fall off should the car run olf the track, thereby preventing the risk of the pendent arm being injured by the weight of the car upon the same, and preventing the carriage that runs overhead becoming displaced. \Vith this object in view I make the lower end of the pendent arm M2 an open jaw, and there is a strap, n, surrounding this jaw, and a bolt, u', passing through the strap and across in the open jaw, and this bolt n also goes through eyes at the ends of the shackle n2, to which the car is connected by a link-bolt, n3, hooked upon the draft-hook of the car or other suitable device. The strap end fits around the lower end of the pendent arm IW sufficiently loose to fall off easily, were it not for wooden pins n, passed into holes through the strap and through the pendent arm; and the size of these wooden pins is to be such that it is easily sheared off or broken by a downward strain upon the strap n; but the power to propel the car does not come upon these wooden pins, but it comes upon the jaw at the bottom of the pendent arm M2 and the bolt that passes across through said jaw.

As in my aforesaid patent the clamping or gripping devices are actuated by a chain passing up the pendent arm, I have shown such chain at p as passing over the chain-wheel p and giving motion to the screw-pinion o and wheel Z. It is, however, necessary to guide this chain p', and to prevent the same slipping off the respective chain-wheels. With this object in view I make use of the three guide-wheels, 19419519, upon a pendent plate below the frame G, between which wheels the parts of such endless chain p pass, and there is a pulley, p, beneath which the chain p descends. This pulleyp2 is upon a hollow slidebar, pl, at one side of the pendent arm M2,- and within this hollow slide p7 is an expansionspring, by which a tension is applied to the chain p; and to allow for the endwise movement of the hollow bar p7 the same is slotted for the bolts by which it is attached to the pendent arm M2. As in my aforesaid patent, the wheel l is upon the end of a screw, k, that gives motion to the clamping-jaw h, to press the cable against the stationary jaw g; but the groove-wheels at the opposite sides of the cable E are horizontal.

The wheels r r' are provided with journals that are in the sliding boxes r2 r3, and there are springsrr, that tend to press the wheelsi1 fr' toward the cable E, and therey is a brakebar, R, having semicircular ends that are grooved for the reception of the grooved peripheries of the wheels r r',- but the semicircular ends of such brake-bar rest upon the cylindrical portions of the wheelsrr, that are at each side of the projecting peripheral groove; hence the semicircular ends of the 'brake-bar bear upon portions of the wheels o' r that are of less diameter than those portions of said wheels o'r that bear upon the tractioncable E; hence when pressure is applied to the brake-bar R to force the wheels r r' against the cable the wheels will revolve and roll upon the cable by the frictional contact therewith, and the sliding motion will be of the cylindrical portions of the wheels r r against the brake-bar R, thus lessening the wear upon the cable. The gripping-wheels s s are similarly constructed and mounted to the wheels r r', and the brake-bar R2 is similar to the brake-bar R. The bow-spring R3 acts against the brake-bar R to press the same tow-ard the wheels rr', and the helical springs R* act to press the brake-bar Rz to the wheels s s. These springs Ri are upon arms that extend horizontally and laterally 'from the ends of the clamping-jaw li, there being` heads at the ends of the arms to act upon the springs. The screw .k is allowed to rotate freely, but is held in position endwise by passing through the stationary part g of frame G; and at opposite sides of such part g there are washers secured to the screw by pins, as seen in Fig. 7. The screw-thread upon the screw 7c that passes into the clamp h is inclined in one direction, and the other portion of the screw k, that passes through a nut forming a part of the frame GT, is inclined in the opposite direction, hence when the screwkis rotated to press the clamp h toward the cable E the frame GrT and the clamp g are moved in the other direction, and the wheels r i" and brake-bar R are brought toward one side of the cable E, and the springs R3 and brake-bar R tend to stop the rotation of the wheels r r. Simultaneously with this movement the headed studs, around which are the springs It@ are moved by and with the clamping-jaw h, and the springs R* act upon the brake-bar R2, to cause the same to press upon the wheels s s', and the wheels grip the cable before the clamping-jaws g h come up closely into Contact with the cable -E; hence there will be but little wear upon the cable, because of the rolling action of the wheels r r s s', and the friction upon them by the respective brake-bars checks the rotations of the wheels, and causes the car to move with a rapidity nearly equal to that of the tractioncable, and then the jaws g h, grasping said IOO IIO

IIS

cable firmly, insure the movement of the car at the sanne speed as the cable.

The wheel e may be made, as represented in Fig. 11, with a band of leather or other inaterial filling the grooved periphery and projecting slightly, so as to lessen the rumbling sound, and the wheels c c may be made sectionally, as shown in Figs. '9, 10, with deep peripheral grooves containing bands of leather or similar material for the aforesaid purpose.

I claim as my invention- 1. The traveling carriages G G, formed of the flanged bars,in combination with the wheels c c c e and the tracks A B, said frame extending above and below the tracks, and being united together by the bars g3 g4, substantially as set forth.

2. The combination, with the carriages G G and their wheels, of the pendent arms M M2 and the universal joints connecting the same to the carriages, substantially as set forth.

3. In combination with the elevated railway and the carriages upon the same, the pendent arm composed of two parts, M M2, a joint to connect the said parts, and a brace, substantiall y as set forth.

4. The combination, with the pendent traction-arm having ajaw at its lower end, of the strap n, a shackle or link adapted to be secured to the draft-hook of the car, and pins of wood or similar material for holding the strap n in its place, substantially as set forth.

5. The combination, with the pendent arm, the endless chain 1)', and the chain-Wheelp p2, of the guiden-'heelsp4 p5 p, and the hollow bar p7, and spring, substantially as set forth.

6. The combination, with the screw k and the right and left handed threads,of the clamping-jaws g 7L, the horizontal wheels o' r s s', the brake-barsR R2, having curved or semicircular ends to press upon the respective Wheels, and the springs R R4, substantially as specified.

7. |Ihe combination, with an elevated track,

of a traction-carriage frame, four plain wheels# two above the inner track and two below such track-and two grooved wheels above the outer track and two grooved wheels below the track, and springs and boxes, substantially as set forth.

8. The combination, withan elevated track, of a traction carriage having wheels above and below the tracks, a suspended draw-bar, andpivots to connect the same to the carriage, and upon which the bar may swing laterally, substantially as specied.

9. The combination, with an elevated track, of two traction-carriages having wheels above and below the tracks, hanging draw-bar, and joints upon which the draw-bar can bemade to Swing laterally, and upon which the truck can swivel in turning curves, substantially as specified.

10. The co1nbination,with an elevated track, of two traction-carriages having wheels above and below the tracks, a hanging draw-bar, and jointconnections between the traction carriages and thehanging draw-bar, substantially as specified.

11. The hanging drawvbar having a vertical arm that is hinged near one end of the horizontal arm and a movable brace between the horizontal and vertical portions, substantially as specified.

12. The combination,with the elevated trackrails, of a traction-carriage and wheels for the same, having yielding bearingsurfaces composed of leather or other similar material, substantially as set forth.

Signed by me this 3d day of August, A. D. 1885.

J. H. PENDLETON. lVitnesses:

GEO. T. PINGKNEY, VILLIAM G. Morir. 

